Measuring operator readiness and readiness testing triggering in an autonomous vehicle

ABSTRACT

This disclosure relates to a system and method for transitioning vehicle control between autonomous operation and manual operation. The system includes sensors configured to generate output signals conveying information related to the vehicle and its operation. During autonomous vehicle operation, the system gauges the level of responsiveness of a vehicle operator through challenges and corresponding responses. The system determines when to present a challenge to the vehicle operator based on internal and external factors. If necessary, the system will transition from an autonomous operation mode to a manual operation mode.

FIELD

The systems and methods disclosed herein are related to transitioningvehicle control between autonomous operation and manual operation, and,in particular, determining when to present a challenge to the vehicleoperator to gauge his or her level of responsiveness.

BACKGROUND

Systems configured to record, store, and transmit video, audio, andsensor data associated with a vehicle are known. Autopilots for vehiclesare known. Typically, an autonomous operation mode of vehicle controlmay be entered or exited under certain specific and/or pre-determinedparameters. Some vehicles may interface/interoperate with externalcomputers (e.g., at an automobile mechanic) where information that isrelevant to vehicle operation may be generated and/or processed.

SUMMARY

One aspect of the disclosure relates to a system configured to determinewhen to gauge whether a vehicle operator in an autonomously controlledvehicle is prepared to assume manual control of a vehicle. The systemmay be coupled and/or otherwise related to a vehicle. Some or all of thesystem may be installed in the vehicle and/or be otherwise coupled withthe vehicle. The system may be configured to capture information basedon vehicle operation. The system may be configured to off-load and/orotherwise transmit captured information, e.g. to a device remote and/orexternal to the vehicle. Vehicles configured to operate in an autonomousoperation mode may be referred to as “self-driving” vehicles.

In some implementations, the system may include sensors, one or moreservers, one or more physical processors, electronic storage, one ormore external providers, and/or other components. The sensors may beconfigured to generate output signals conveying information related tothe operation of the vehicle, the vehicle operator, driving parameters,and/or other relevant information. The system may gauge, measure,derive, estimate, approximate, and/or otherwise determine whether avehicle operator is ready or prepared to assume control of a vehicle,based on a combination of different types of information. In someimplementations, the system may control vehicle operation based on alevel of confidence in the vehicle operator and/or the autopilot tohandle current driving parameters.

In some implementations, the system may detect vehicle events based on acomparison of the information conveyed by the output signals from thesensors to predetermined (variable and/or fixed) values, threshold,functions, and/or other information. Advantageously, the system mayidentify vehicle events in real-time or near real-time during operationof the vehicle. As used herein, the term “processor” is usedinterchangeably with the term “physical processor.”

Individual sensors may be configured to generate output signalsconveying information. The information may include visual information,motion-related information, position-related information, biometricinformation, and/or other information. In some implementations, thesystem may determine one or more parameters that are measured, derived,estimated, approximated, and/or otherwise determined based on one ormore output signals generated by one or more sensors.

Sensors may include, by way of non-limiting example, one or more of analtimeter (e.g. a sonic altimeter, a radar altimeter, and/or other typesof altimeters), a barometer, a magnetometer, a pressure sensor (e.g. astatic pressure sensor, a dynamic pressure sensor, a pitot sensor,etc.), a thermometer, an accelerometer, a gyroscope, an inertialmeasurement sensor, global positioning system sensors, a tilt sensor, amotion sensor, a vibration sensor, an image sensor, a camera, anultrasonic sensor, an infrared sensor, a light sensor, a microphone, anair speed sensor, a ground speed sensor, an altitude sensor, biometricsensors (including but not limited to blood pressure sensor, pulseoximeter, heart rate sensor, Blood Alcohol Level (BAC), etc.),degree-of-freedom sensors (e.g. 6-DOF and/or 9-DOF sensors), a compass,seat pressure sensor, and/or other sensors. As used herein, the term“motion sensor” may include one or more sensors configured to generateoutput conveying information related to position, location, distance,motion, movement, acceleration, and/or other motion-based parameters.Output signals generated by individual sensors (and/or information basedthereon) may be stored and/or transferred in electronic files.

Individual sensors may include image sensors, cameras, depth sensors,remote sensors, and/or other sensors. As used herein, the terms “camera”and/or “image sensor” may include any device that captures images,including but not limited to a single lens-based camera, a camera array,a solid-state camera, a mechanical camera, a digital camera, an imagesensor, a depth sensor, a remote sensor, a lidar, an infrared sensor, a(monochrome) complementary metal-oxide-semiconductor (CMOS) sensor, anactive pixel sensor, and/or other sensors. Individual sensors may beconfigured to capture information, including but not limited to visualinformation, video information, audio information, geolocationinformation, orientation and/or motion information, depth information,and/or other information. Information captured by one or more sensorsmay be marked, timestamped, annotated, and/or otherwise processed suchthat information captured by other sensors can be synchronized, aligned,annotated, and/or otherwise associated therewith. For example, videoinformation captured by an image sensor may be synchronized withinformation captured by an accelerometer or other sensor. Output signalsgenerated by individual image sensors (and/or information based thereon)may be stored and/or transferred in electronic files.

In some implementations, an image sensor may be integrated withelectronic storage such that captured information may be stored in theintegrated embedded storage. In some implementations, the system mayinclude one or more cameras. For example, a camera may include one ormore image sensors and electronic storage media. In someimplementations, an image sensor may be configured to transfer capturedinformation to remote electronic storage media, e.g. through “thecloud.”

The one or more servers may include one or more processors configured toexecute one or more computer program components. The computer programcomponents may include one or more of a parameter determinationcomponent, an autopilot component, a timing component, a challengecomponent, a response component, a responsiveness component, a vehiclecontrol component, a confidence component, a record component, atransmission component, and/or other components.

The parameter determination component may be configured to determineparameters, e.g. based on output signals from sensors. Parameters mayinclude operating parameters, driving parameters, traffic parameters,road surface parameters, weather parameters, vehicle parameters,operator parameters, environmental parameters, and/or other parameters.The different types of parameters used in this disclosure need not bemutually exclusive. For example, a parameter representing the currentlevel of precipitation may be both a weather parameter and anenvironmental parameter. For example, a parameter representing how icythe road is may be both a road surface parameter and an environmentalparameter. By way of non-limiting example, other relationships betweendifferent types of parameters are described in this disclosure.

Current operating parameters may be related to the vehicle, theoperation of the vehicle, physical characteristics of the vehicle,and/or other information. Driving parameters may be related to trafficparameters, road surface parameters, weather parameters, and/or otherinformation. Vehicle parameters may be related to the vehicle, theoperation of the vehicle, physical characteristics of the vehicle,and/or other information. Operator parameters may be related to thevehicle operator, and/or other information. Environmental parameters maybe related to the environment outside of the vehicle, visibility, and/orother information.

In some implementations, the parameter determination component may beconfigured to determine a parameter one or more times in an ongoingmanner during operation of the vehicle, and/or over periods longer thanone day, one week, and/or one month. In some implementations, one ormore parameters (e.g. weather parameters) may be received from one ormore sources external to the vehicle. For example, a source external tothe vehicle may include a remote server and/or an external provider.

The autopilot component may be configured to operate a vehicleautonomously, e.g. in an autonomous operation mode. As used herein, theterm “autonomous” refers to a lack of human intervention or control, atleast for some continuous duration.

The timing component may be configured to determine moments in time forgauging whether a vehicle operator is ready to assume control of avehicle. A vehicle operator being ready to assume manual control may bereferred to as being prepared or preparedness. In some implementations,the timing component may be configured to determine a moment in time topresent a challenge to the vehicle operator. Once a challenge has beenpresented, the vehicle operator may take action to respond to or meetthe challenge. The challenge and response may be used to gauge a levelof responsiveness of the vehicle operator. Preparedness may correspondto responsiveness of the vehicle operator. For example, a highlyresponsive vehicle operator may be deemed highly prepared to assumemanual control of the vehicle. On the other hand, a vehicle operator whois slow to respond to a challenge may be deemed unprepared orinsufficiently prepared to assume manual control of the vehicle.

The challenge component may be configured to present challenges tovehicle operators. In some implementations, the challenge component maybe configured to present a challenge to a vehicle operator at a momentin time as determined by the timing component. For example, a challengemay include generation of a sound, activation of an indicator, and/oranother audible and/or visual notification to which a vehicle operatoris expected to respond, in order to confirm he or she is payingattention in general, and, more specifically, ready to assume manualcontrol of the vehicle if needed.

The response component may be configured to detect whether a vehicleoperator has responded to a challenge presented by the challengecomponent. In some implementations, a response may include audiblefeedback (i.e. the vehicle operator may say a particular phrase out loudsuch that his or her response may be captured through a microphone), aparticular gesture or motion, a particular interaction with a userinterface (i.e. the vehicle operator may push a button to indicate aresponse), and/or other types of responses capable of being interpretedand/or recognized through one or more sensors of the vehicle.

The responsiveness component may be configured to determine levels ofresponsiveness of a vehicle operator. In some implementations,determinations by the responsiveness component may be based ondetections by the response component. Alternatively, and/orsimultaneously, determinations by the responsiveness component may bebased on (the timing of) presentations by the challenge component. Forexample, a level of responsiveness may be based on the elapsed timebetween a presentation of a challenge and detection of a response tothat challenge by the vehicle operator.

The vehicle control component may be configured to operate the vehiclein one or more modes of operation. In some implementations, the vehiclecontrol component may be configured to transition vehicle controlbetween different modes of operation. For example, the vehicle controlcomponent may transition vehicle control from an autonomous mode ofoperation to a manual mode of operation, and/or vice versa. For example,the vehicle control component may transition vehicle control from anautonomous mode of operation to halt vehicle operation, e.g. by pullingthe vehicle over or parking the vehicle. In some implementations,operations and/or transitions by the vehicle control component may bebased on determinations by the responsiveness component, and/or based onthe operation of other components.

The confidence component may be configured to determine and/or interpretlevels of confidence pertaining to one or more modes of vehicleoperation. In some implementations, the confidence component may beconfigured to determine and/or interpret an operator confidence.Operator confidence may be a level of confidence that the vehicleoperator is prepared to assume manual control of the vehicle. In someimplementations, the confidence component may be configured to determineand/or interpret an automation confidence. Automation confidence may bea level of confidence that vehicle control through an autonomous mode ofoperation is prepared to continue autonomous vehicle operation. One ormore levels of confidence may be used by other components, e.g. by thetiming component.

The record component may be configured to capture, record, store, and/ortransmit information, including but not limited to information relatedto vehicle operation. In some implementations, information related tovehicle operation may be used to create vehicle event records. Forexample, changes in the operation mode of the vehicle may be used tocreate a vehicle event record. For example, determinations by theresponsiveness component may be used to create a vehicle record. Forexample, determinations by other components may be used to create avehicle record. Vehicle event records may include video information,audio information, data from an engine control module (ECM) system,metadata, information based on sensor-generated output, and/or otherinformation.

The transmission component may be configured to transmit information,e.g. to one or more remote servers that are external to a vehicle. Forexample, the transmission component may be configured to transmitvehicle event records. Vehicle event records may be stored locally in avehicle and/or transmitted from a vehicle to a system, server, and/or aservice that is external to the vehicle, including but not limited to aremote server and/or an external provider. In some implementations, asystem, server, and/or a service that is external to the vehicle mayquery and/or request information from a particular vehicle. Thetransmission component may be configured to respond to a query orrequest by transmitting information as queried and/or requested. In someimplementations, the transmission component may be configured tofacilitate communication of information between vehicles, remoteservers, external providers, and/or other systems, servers, and/orservices external to vehicles. Communication may be in real-time or nearreal-time. Communication may be wireless.

The transmission component may be configured to generate and/ordetermine notifications related to vehicle operation. In someimplementations, notifications may be intended for drivers of vehicles.For example, the transmission component may be configured to receivetransmission, such as notifications for drivers, including but notlimited to warnings or requests (for example to reduce speed). In someimplementations, notifications may be transmitted from a vehicle to asystem, server, and/or a service that is external to the vehicle,including but not limited to a remote server and/or an externalprovider.

As used herein, any association (or relation, or reflection, orindication, or correspondency) involving vehicles, sensors, vehicleevents, parameters, parameters, thresholds, functions, notifications,and/or another entity or object that interacts with any part of thesystem and/or plays a part in the operation of the system, may be aone-to-one association, a one-to-many association, a many-to-oneassociation, and/or a many-to-many association or N-to-M association(note that N and M may be different numbers greater than 1).

As used herein, the term “obtain” (and derivatives thereof) may includeactive and/or passive retrieval, determination, derivation, transfer,upload, download, submission, and/or exchange of information, and/or anycombination thereof. As used herein, the term “effectuate” (andderivatives thereof) may include active and/or passive causation of anyeffect. As used herein, the term “determine” (and derivatives thereof)may include measure, calculate, compute, estimate, approximate,generate, and/or otherwise derive, and/or any combination thereof.

These and other objects, features, and characteristics of the servers,systems, and/or methods disclosed herein, as well as the methods ofoperation and functions of the related elements of structure and thecombination of parts and economies of manufacture, will become moreapparent upon consideration of the following description and theappended claims with reference to the accompanying drawings, all ofwhich form a part of this disclosure, wherein like reference numeralsdesignate corresponding parts in the various figures. It is to beexpressly understood, however, that the drawings are for the purpose ofillustration and description only and are not intended as a definitionof the limits of the invention. As used in the specification and in theclaims, the singular form of “a”, “an”, and “the” include pluralreferents unless the context clearly dictates otherwise.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a system configured to transition vehicle controlbetween autonomous operation and manual operation, in accordance withone or more embodiments.

FIG. 2 illustrates a method to transition vehicle control betweenautonomous operation and manual operation, in accordance with one ormore embodiments.

FIG. 3 illustrates a scenario in which a system configured to transitionvehicle control between autonomous operation and manual operation isused, in accordance with one or more embodiments.

FIG. 4 illustrates various scenarios in which a system configured totransition vehicle control between autonomous operation and manualoperation is used, in accordance with one or more embodiments.

DETAILED DESCRIPTION

FIG. 1 illustrates a system 10 configured to transition vehicle controlbetween autonomous operation and manual operation for a vehicle 12. Someor all of system 10 may be installed in vehicle 12, carried by vehicle12, and/or be otherwise coupled with and/or related to vehicle 12. Insome implementations, system 10 may include sensors 142, one or moreservers 11, one or more physical processors 110, electronic storage 60,a network 13, one or more external providers 18, and/or othercomponents. One or more sensors 142 may be configured to generate outputsignals. The output signals may convey information related to vehicle12, vehicle operation of vehicle 12, a vehicle operator of vehicle 12,operating parameters of vehicle 12, parameters of vehicle 12, and/orother parameters.

Information related to current operating parameters of the vehicle mayinclude feedback information from one or more of the mechanical systemsof vehicle 12, and/or other information. The mechanical systems ofvehicle 12 may include, for example, the engine, the drive train, thelighting systems (e.g., headlights, brake lights), the braking system,the transmission, fuel delivery systems, and/or other mechanicalsystems. The mechanical systems of vehicle 12 may include one or moremechanical sensors, electronic sensors, and/or other sensors thatgenerate the output signals (e.g., seat belt sensors, tire pressuresensors, etc.). In some implementations, at least one of sensors 142 maybe a vehicle system sensor included in an ECM system of vehicle 12.

In some implementations, sensors 142 may include one or more videocameras, one or more image sensors, and/or one or more microphones,and/or other sensors. Based on an analysis of images and/or soundscaptured, system 10 may determine, using algorithms, that vehicle 12 ismoving forward, is in reverse, has maneuvered outside of its lane oftraffic, is making a turn, and/or other maneuvers. For example, by wayof non-limiting example, driving maneuvers may include swerving, aU-turn, freewheeling, over-revving, lane-departure, short followingdistance, imminent collision, unsafe turning that approaches rolloverand/or vehicle stability limits, hard braking, rapid acceleration,idling, driving outside a geo-fence boundary, crossing double-yellowlines, passing on single-lane roads, a certain number of lane changeswithin a certain amount of time or distance, fast lane change, cuttingoff other vehicles during lane-change speeding, running a red light,running a stop sign, and/or other driving maneuvers.

In some implementations, information related to current operatingparameters of vehicle 12 may include information related to theenvironment in and/or around vehicle 12. The vehicle environment mayinclude spaces in and around an interior and an exterior of vehicle 12.The information may include information related to movement of vehicle12, an orientation of vehicle 12, a geographic position of vehicle 12, aspatial position of vehicle 12 relative to other objects, a tilt angleof vehicle 12, an inclination/declination angle of vehicle 12, and/orother information. In some implementations, the output signals conveyinginformation may be generated via non-standard aftermarket sensorsinstalled in vehicle 12. Non-standard aftermarket sensors may include,for example, a video camera, a microphone, an accelerometer, agyroscope, a geolocation sensor (e.g., a GPS device), a radar detector,a magnetometer, radar (e.g. for measuring distance of leading vehicle),and/or other sensors. In some implementations, sensors 142 may includemultiple cameras positioned around vehicle 12 and synchronized togetherto provide a 360 degree view of the inside of vehicle 12 and/or a 360degree view of the outside of vehicle 12.

Although sensors 142 are depicted in FIG. 1 as five elements, this isnot intended to be limiting. Sensors 142 may include one or more sensorslocated adjacent to and/or in communication with the various mechanicalsystems of vehicle 12, in one or more positions (e.g., at or near thefront of vehicle 12, at or near the back of vehicle 12, on the side ofvehicle 12, on or near the windshield of vehicle 12, facing outwardand/or inward, etc.) to accurately acquire information representing thevehicle environment (e.g. visual information, spatial information,orientation information), and/or in other locations. For example, insome implementations, system 10 may be configured such that a firstsensor is located near or in communication with a rotating tire ofvehicle 12, and a second sensor located on top of vehicle 12 is incommunication with a geolocation satellite. In some implementations,sensors 142 may be configured to generate output signals continuouslyduring operation of vehicle 12. In some implementations, one or moresensors 142 may be located external to vehicle 12, e.g., as depicted inFIG. 1, in proximity of a road 15. Sensors external to vehicle 12 may beconfigured to generate output signals that convey information that isexternal to vehicle 12 but pertinent to vehicle operation, including butnot limited to traffic information, visibility information, road surfaceinformation, and/or other information.

As shown in FIG. 1, server 11 may include one or more processors 110configured to execute one or more computer program components. System 10may gauge, measure, derive, estimate, approximate, and/or otherwisedetermine whether a vehicle operator is ready or prepared to assumecontrol of vehicle 12, based on a combination of different types ofinformation. In some implementations, system 10 may control vehicleoperation based on a level of confidence in the vehicle operator and/orthe autopilot to handle current driving parameters. The computer programcomponents may comprise one or more of a parameter determinationcomponent 20, an autopilot component 21, a timing component 22, achallenge component 23, a response component 24, a responsivenesscomponent 25, a vehicle control component 26, a confidence component 27,a record component 28, a transmission component 29, and/or othercomponents.

Parameter determination component 20 may be configured to determineparameters, e.g. current operating parameters and/or vehicle parametersof vehicle 12. Parameter determination component 20 may determinecurrent operating parameters, driving parameters, traffic parameters,road surface parameters, weather parameters, vehicle parameters,operator parameters, environmental parameters, and/or other parametersbased on the information conveyed by the output signals from sensors 142and/or other information. The one or more current operating parametersmay be related to vehicle 12, the operation of vehicle 12, physicalcharacteristics of vehicle 12, and/or other information. Drivingparameters may be related to traffic parameters, road surfaceparameters, weather parameters, and/or other information. Vehicleparameters may be related to vehicle 12, the operation of vehicle 12,physical characteristics of vehicle 12, and/or other information.Operator parameters may be related to the vehicle operator, and/or otherinformation. Environmental parameters may be related to the environmentoutside of vehicle 12, visibility for the vehicle operator, and/or otherinformation. In some implementations, parameter determination component20 may be configured to determine one or more of the current operatingparameters and/or the vehicle parameters one or more times in an ongoingmanner during operation of vehicle 12.

In some implementations, operating parameters may include vehicleparameters. For example, vehicle parameters may be related to one ormore of an acceleration, a direction of travel, a turn diameter, avehicle speed, an engine speed (e.g. RPM), a duration of time, a closingdistance, a lane departure from an intended travelling lane of thevehicle, a following distance, physical characteristics of vehicle 12(such as mass and/or number of axles, for example), a tilt angle ofvehicle 12, an inclination/declination angle of vehicle 12, and/or otherparameters.

The physical characteristics of vehicle 12 may be physical features ofvehicle 12 set during manufacture of vehicle 12, during loading ofvehicle 12, and/or at other times. For example, the one or more vehicleparameters may include a vehicle type (e.g., a car, a bus, a semi-truck,a tanker truck), a vehicle size (e.g., length), a vehicle weight (e.g.,including cargo and/or without cargo), a number of gears, a number ofaxles, a type of load carried by vehicle 12 (e.g., food items,livestock, construction materials, hazardous materials, an oversizedload, a liquid), vehicle trailer type, trailer length, trailer weight,trailer height, a number of axles, and/or other physical features.

Traffic parameters may be related to the number of other vehicles on theroad, the distance to one or more other vehicles, the average distanceto a vehicle in front of vehicle 12, average speed of vehicle 12, and/orother parameters that vary with traffic conditions. Road surfaceparameters may be related to the material that comprises the road, theinclination of the road, the width of the road, the curviness of theroad, the wetness of the road, the iciness of the road, and/or otherparameters related to road surface. Weather parameters may be related totemperature, humidity, precipitation, wind speed and direction,storminess, visibility, ambient lighting conditions, and/or otherparameters related to weather. Operator parameters may be related to theheight, weight, reaction time, dexterity, driving record, reaction time,eye-sight, hearing, and/or other measurements or physicalcharacteristics of the vehicle operator. Operator parameters may berelated to biometric information of the vehicle operator, including butnot limited to heart rate, breathing rate, blood pressure level, and/orother biometric information. Operator parameters may be related to thecurrent position or location of the vehicle operator, the direction ofthe vehicle operator's face, eyes, or gaze, and/or other operatorinformation. Environmental parameters may be related to the environmentoutside of the vehicle, visibility, and/or other information.

In some implementations, parameter determination component 20 may beconfigured to determine one or more vehicle parameters based on theoutput signals from at least two different sensors. For example,parameter determination component 20 may determine one or more of thevehicle parameters based on output signals from a sensor 142 related tothe ECM system and an external aftermarket added sensor 142. In someimplementations, a determination of one or more of the vehicleparameters based on output signals from at least two different sensors142 may be more accurate and/or precise than a determination based onthe output signals from only one sensor 142. For example, on an icysurface, output signals from an accelerometer may not convey that adriver of vehicle 12 is applying the brakes of vehicle 12. However, asensor in communication with the braking system of vehicle 12 wouldconvey that the driver is applying the brakes. System 10 may determine avalue of a braking parameter based on the braking sensor informationeven though the output signals from the accelerometer may not conveythat the driver is applying the brakes.

Parameter determination component 20 may be configured to determinevehicle parameters that are not directly measurable by any of theavailable sensors. For example, an inclinometer may not be available tomeasure the road grade, but vehicle speed data as measured by a GPSsystem and/or by a wheel sensor ECM may be combined with accelerometerdata to determine the road grade. If an accelerometer measures a forcethat is consistent with braking, but the vehicle speed remains constant,the parameter component can determine that the measured force is acomponent of the gravity vector that is acting along the longitudinalaxis of the vehicle. By using trigonometry, the magnitude of the gravityvector component can be used to determine the road grade (e.g., pitchangle of the vehicle in respect to the horizontal plane).

In some implementations, one or more of the vehicle parameters may bedetermined one or more times in an ongoing manner during operation ofvehicle 12. In some implementations, one or more of the vehicleparameters may be determined at regular time intervals during operationof vehicle 12. The timing of the vehicle parameter determinations (e.g.,in an ongoing manner, at regular time intervals, etc.) may be programmedat manufacture, obtained responsive to user entry and/or selection oftiming information via a user interface and/or a remote computingdevice, and/or may be determined in other ways. The time intervals ofparameter determination may be significantly less (e.g. more frequent)than the time intervals at which various sensor measurements areavailable. In such cases, system 10 may estimate vehicle parameters inbetween the actual measurements of the same vehicle parameters by therespective sensors, to the extent that the vehicle parameters aremeasurable. This may be established by means of a physical model thatdescribes the behavior of various vehicle parameters and theirinterdependency. For example, a vehicle speed parameter may be estimatedat a rate of 20 times per second, although the underlying speedmeasurements are much less frequent (e.g., four times per second for ECMspeed, one time per second for GPS speed). This may be accomplished byintegrating vehicle acceleration, as measured by the accelerometersensor where the measurements are available 1000 times per second,across time to determine change in speed that is accumulated over timeagain for the most recent vehicle speed measurement. The benefit ofthese more frequent estimates of vehicle parameters may be many and theyinclude improved operation of other components of system 10, reducedcomplexity of downstream logic and system design (e.g., all vehicleparameters are updated at the same interval, rather than being updatingirregularly and at the interval of each respective sensor), and morepleasing (e.g., “smooth”) presentation of vehicle event recorder datathrough an event player apparatus.

In some implementations, one or more types of information may bereceived by system 10 through network 13, e.g. the internet. Network 13may include private networks, public networks, and/or combinationsthereof. For example, information related to weather parameters may bereceived from a particular external provider 18 that provides weatherinformation. For example, information related to road surface parametersmay be received from a particular external provider 18 that providesroad parameter information. For example, information related to trafficparameters may be received from a particular external provider 18 thatprovides traffic information.

In some implementations, a value of a current operating parameter thateffectuates a particular determination and/or detection may vary as afunction of a parameter or of other information.

Autopilot component 21 may be configured to operate vehicle 12autonomously, e.g. in an autonomous operation mode. In someimplementations, system 10 may support a single autonomous operationmode. In some implementations, system 10 may support multiple autonomousoperation modes. For example, a vehicle operator may be able to selectwhich mode of operation is preferred. In some implementations,autonomous operation is based on a particular operator-specificdestination, such as a destination address, or the nearest coffee shop.Autopilot component 21 may be configured to use output signals fromsensors and/or parameters derived therefrom in order to operate vehicle12 autonomously.

Timing component 22 may be configured to determine moments in time forgauging whether a vehicle operator is ready to assume control of vehicle12. In some implementations, timing component 22 may be configured todetermine a moment in time to present a challenge to the vehicleoperator. Once a challenge has been presented, the vehicle operator maytake action to respond to or meet the challenge. The challenge andresponse may be used to gauge a level of responsiveness of the vehicleoperator. Preparedness may correspond to responsiveness of the vehicleoperator. In some implementations, preparedness may correspond to anestimate for how long it would take the vehicle operator to assumemanual control of vehicle 12.

In some implementations, determinations by timing component 22 may bebased on one or more operator parameters, driving parameters, and/orother parameters, as well as combinations thereof. In someimplementations, determinations by timing component 22 may be based onone or more of biometric information of the vehicle operator, andoperator information related to a direction of view of the vehicleoperator. In some implementations, determinations by timing component 22may be based on traffic information related to current trafficparameters and environmental information related to surface parametersof the road. In some implementations, determinations by timing component22 may be based on one or more of biometric information of the vehicleoperator, operator information related to a direction of view of thevehicle operator, traffic information related to current trafficparameters, and environmental information related to surface parametersof the road. In some implementations, determinations by timing component22 may be based on one or more determination by other modules, such as adetermination of a level of responsiveness of the vehicle operator byresponsiveness component 25.

Challenge component 23 may be configured to present challenges tovehicle operators. In some implementations, challenge component 23 maybe configured to present a challenge to a vehicle operator at a momentin time as determined by timing component 22. For example, a challengemay include generation of a sound, activation of an indicator, and/oranother tactile, audible, and/or visual notification to which a vehicleoperator is expected to respond, in order to confirm he or she is payingattention in general, and, more specifically, ready to assume manualcontrol of vehicle 12 if needed.

In some implementations, the output signals may convey biometricinformation of the vehicle operator, and a determination of timingcomponent 22 may be based on the biometric information. For example,operator drowsiness may prompt more challenges. In some implementations,the output signals may convey operator information related to adirection of view of the vehicle operator, and a determination of timingcomponent 22 may be based on the operator information. For example,distractedness by the operator may prompt more challenges. In someimplementations, the output signals may convey traffic informationrelated to current traffic parameters, and a determination of timingcomponent 22 may be based on the traffic information. For example,crowded streets may warrant more challenges. In some implementations,the output signals may convey environmental information related tosurface parameters of the road, and a determination of timing component22 may be based on the environmental information. For example, wet, icy,and/or uneven roads may prompt more challenges.

Response component 24 may be configured to detect whether a vehicleoperator has responded to a challenge presented by challenge component23. In some implementations, a response may include audible feedback(i.e. the vehicle operator may say a particular phrase out loud suchthat his or her response may be captured through a microphone), aparticular gesture or motion, a particular interaction with a userinterface (i.e. the vehicle operator may push a button or touch aparticular object to indicate a response), and/or other types ofresponses capable of being interpreted and/or recognized through one ormore sensors 142 of vehicle 12.

Responsiveness component 25 may be configured to determine levels ofresponsiveness of a vehicle operator. In some implementations,determinations by responsiveness component 25 may be used to determinewhether the current mode of operation should be maintained or bechanged, e.g. from autonomous to manual operation. In someimplementations, determinations by responsiveness component 25 may bebased on detections by response component 24. Alternatively, and/orsimultaneously, determinations by responsiveness component 25 may bebased on (the timing of) presentations by challenge component 23. Forexample, a level of responsiveness may be based on the elapsed timebetween a presentation of a challenge and detection of a response tothat challenge by the vehicle operator. In some implementations, theelapsed time may be used as an estimate for how long it would take thevehicle operator to assume manual control of vehicle 12.

In some implementations, operation of responsiveness component 25 maybebased on comparisons with one or more thresholds. For example, the levelof responsiveness of the vehicle operator may be compared with athreshold of adequate responsiveness. For example, if the threshold ismet, system 10 may maintain an autonomous mode of operation. Forexample, if the threshold is not met, system 10 may transition toanother mode of operation and/or halt or park vehicle 12. Alternatively,and/or simultaneously, if the threshold is not met, system 10 may beconfigured to present additional and/or different challenges that may beused to determine whether the current mode of operation should change orstay the same. In some implementations, the threshold may be adjusteddynamically. For example, under more challenging driving conditions, therequired level of responsiveness may be higher than compared to lesschallenging driving conditions. For example, the current level ofresponsiveness may be used to determine the next moment in time forpresenting a challenge and/or the next threshold of adequateresponsiveness that the vehicle operator is required to meet in order tomaintain the autonomous operation mode.

In some implementations, a value of a threshold level may vary as afunction of one or more of responsiveness, a parameter, and of otherinformation. For example, a threshold level may increase after one ormore challenges. A vehicle operator may be expected to have an increasedlevel of preparedness after one or more challenges have been presented,in particular if some of those challenges were prompted by conditionsindicating a reduction in operator confidence.

In some implementations, the required level of responsiveness may beadjusted based on measurements and/or determinations spanning a periodextending beyond 15 minutes, or an hour, or spanning a day, week, month,year, or more. For example, adjustments may be based on a particularvehicle operator's driving history. For example, adjustments may bebased on the driving history for multiple drivers.

In some implementations, responsiveness may be based on more than onechallenge-response pair. For example, the past 2, 3, 4, 5, or more suchpairs may be aggregated to determine a current level of responsiveness.

Vehicle control component 26 may be configured to operate vehicle 12 inone or more modes of operation. In some implementations, vehicle controlcomponent 26 may be configured to transition vehicle control betweendifferent modes of operation. For example, vehicle control component 26may transition vehicle control from an autonomous mode of operation to amanual mode of operation, and/or vice versa. For example, vehiclecontrol component 26 may transition vehicle control from an autonomousmode of operation to halt vehicle operation, e.g. by pulling vehicle 12over or parking vehicle 12. In some implementations, operations and/ortransitions by vehicle control component 26 may be based ondeterminations by responsiveness component 25, and/or based on theoperation of other components.

By way of non-limiting example, FIG. 3 illustrates a top-view of ascenario in which a system similar or the same as system 10 of FIG. 1 isused. At a moment indicated by “t=0,” vehicle 12 is driving on a road inan autonomous operation mode of control, in a direction indicated by adotted arrow. At a subsequent moment indicated by “t=1,” a system ofvehicle 12 presents a challenge to the operator of vehicle 12 to gaugethe level of responsiveness of the vehicle operator. At a subsequentmoment indicated by “t=2,” the system detects a response by the vehicleoperator to the presented challenge. At a subsequent moment indicated by“t=3,” the system determines that the level of responsiveness of thevehicle operator is not adequate to maintain the autonomous vehicleoperation. As a result, vehicle 12 is guided to the nearest parkingplace. At a subsequent moment indicated by “t=4,” the system parksvehicle 12 in a parking spot and halts autonomous operation of vehicle12.

Confidence component 27 may be configured to determine levels ofconfidence pertaining to one or more modes of vehicle operation. In someimplementations, confidence component 27 may be configured to determinea metric representing a level of operator confidence, also referred toas an operator confidence. Operator confidence may be a level ofconfidence that the vehicle operator is prepared to assume manualcontrol of vehicle 12. In some implementations, operator confidence maybe based on the level of responsiveness of the vehicle operator asdetermined by responsiveness component 25. In some implementations,operator confidence may be based on a prediction of how responsive aparticular vehicle operator will be. Alternatively, and/orsimultaneously, operator confidence may be based on a prediction of thelevel of responsiveness required to transition vehicle control to thevehicle operator. In some implementations, predictions may be based ontraffic parameters, weather parameters, and/or other parameters. Forexample, driving at a higher speed may correspond to a requirement of ahigher level of responsiveness, whereas driving at a lower speed maycorrespond to a requirement of a lower level of responsiveness.

In some implementations, confidence component 27 may be configured todetermine an automation confidence. Automation confidence may be a levelof confidence that vehicle control should continue autonomous vehicleoperation. Automation confidence may be based on one or morepredictions. For example, automation confidence may be based on aprediction of changes in a traffic parameter and/or other parameter. Oneor more levels of confidence may be used by other components, e.g. bytiming component 22. In some implementations, lower levels of confidencemay correspond to more and/or more frequent challenges to the vehicleoperator.

By way of non-limiting example, FIG. 4 illustrates four scenarios,depicted by graphs 41, 45, 49, and 53, in which a system similar or thesame as system 10 of FIG. 1 is used to determine a moment in time forpresenting a challenge to a vehicle operator. In these graphs, thehorizontal axis represents the passage of time. In graph 41, a heartrate 42 of a vehicle operator is depicted. At a moment indicated byreference 44, heart rate 42 crosses a threshold heart rate 43. Forexample, a low heart rate may indicate that a vehicle operator isfalling asleep or has fallen asleep. At moment 44, the system may beconfigured to determine that it is time to present a challenge to thevehicle operator.

In graph 45, an operator confidence 46 of a vehicle operator isdepicted. At a moment indicated by reference 48, operator confidence 46crosses a threshold confidence level 47. For example, a low level ofoperator confidence may indicate that a vehicle operator is lessresponsive than required, and/or that the vehicle operator is predictedto be insufficiently responsive. At a moment indicated by 47 a, thethreshold level 47 may be changed and/or adjusted. For example, such anadjustment may be prompted by an increase in vehicle speed, a decreasein visibility, a decrease in the heart rate of the vehicle operator,and/or by other events or occurrences. At moment 48, the system may beconfigured to determine that it is time to present a challenge to thevehicle operator.

In graph 49, an automation confidence 50 of a system for autonomousvehicle operation is depicted. At a moment indicated by reference 52,automation confidence 50 crosses a threshold confidence level 51. Forexample, a low level of automation confidence may indicate a predictionof increasingly challenging traffic conditions. At a moment indicated by51 a, the threshold level 51 may be changed and/or adjusted. Forexample, such an adjustment may be prompted by an increase in vehiclespeed, a decrease in visibility, an increase in traffic density, and/orby other events or occurrences. At moment 52, the system may beconfigured to determine that it is time to present a challenge to thevehicle operator.

In graph 53, an operator confidence 54 of a vehicle operator and anautomation confidence 55 of a system for autonomous vehicle operationare depicted at the same time. The operator confidence 54 is compared tothreshold operator confidence level 56. The automation confidence 55 iscompared to threshold automation confidence level 57. As depicted, thesystem may be configured to determine that it is time to present achallenge to a vehicle operator if a combination of two events occur:responsive to both the operator confidence 54 and the automationconfidence 55 breaching their respective threshold levels, a challengewill be presented to the vehicle operator. As depicted in graph 53, at amoment indicated by 57 a, the automation confidence level 57 crosses thethreshold automation confidence level 57. Since the operator confidencelevel 54 is sufficient (i.e. has not breached the threshold operatorconfidence level 56), no determination is made that a challenge shouldbe presented at that time. However, at a moment indicated by 57 b, theautomation confidence level 57 again crosses the threshold automationconfidence level 57. At this time, the operator confidence level 54 isno sufficient (i.e. it has breached the threshold operator confidencelevel 56 at moment 56 a). Accordingly, at moment 57 b, a determinationis made that a challenge should be presented to the vehicle operator.

Referring to FIG. 1, record component 28 may be configured to capture,record, store, transmit, and/or process information, including but notlimited to information related to vehicle operation. In someimplementations, information related to vehicle operation may be used togenerate and/or create vehicle event records. Vehicle event records mayinclude video information, audio information, data from an ECM system,metadata, timing information, information based on sensor-generatedoutput, and/or other information. For example, changes in the operationmode of vehicle 12 may be used to create a vehicle event record. Inparticular, information regarding transitions from autonomous to manualoperation may be captured, recorded, stored, transmitted, and/orotherwise processed. In some implementations, record component 28 may beconfigured to capture information conveyed by the output signalsproximate in time to presentation of one or more particular challengesand/or responses.

Vehicle event records may be generated and/or stored locally in vehicle12 and/or transmitted from vehicle 12 to system 10, server 11, and/or toa service that is external to the vehicle, including but not limited toa remote server and/or external provider 18. In some implementations,vehicle event records may be generated and/or stored remotely, i.e. notlocally at vehicle 12. In some implementations, system 10, server 11,and/or a service that is external to vehicle 12 may query and/or requestinformation from a particular vehicle 12. Record component 28 may beconfigured to respond to a query or request by transmitting informationas queried and/or requested. In some implementations, record component28 may be configured to facilitate communication of information betweenparticular vehicles, remote servers, external providers, and/or othersystems, servers, and/or services external to the particular vehicles.Such communication may be in real-time or near real-time. Suchcommunication may include wireless communication.

Transmission component 29 may be configured to transmit information,e.g. to one or more remote servers that are external to vehicle 12. Forexample, transmission component 29 may be configured to transmit vehicleevent records. Vehicle event records may be stored locally in vehicle 12and/or transmitted from vehicle 12 to system 10, server 11, and/or aservice that is external to vehicle 12, including but not limited to aremote server and/or an external provider 18. In some implementations, asystem, server, and/or a service that is external to the vehicle mayquery and/or request information from vehicle 12. Transmission component29 may be configured to respond to a query or request by transmittinginformation as queried and/or requested. In some implementations,transmission component 29 may be configured to facilitate communicationof information between vehicles, remote servers, external providers,and/or other systems, servers, and/or services external to vehicles.Communication may be in real-time or near real-time. Communication maybe wireless.

Transmission component 29 may be configured to generate and/or determinenotifications related to vehicle operation. In some implementations,notifications may be intended for drivers of vehicles. For example,transmission component 29 may be configured to receive transmission,such as notifications for drivers, including but not limited to warningsor requests (for example to reduce speed). In some implementations,notifications may be transmitted from vehicle 12 to a system, server,and/or a service that is external to the vehicle, including but notlimited to a remote server and/or an external provider 18.

In some implementations, system 10 may include a user interfaceconfigured to provide an interface between system 10 and users throughwhich the users may provide information to and receive information fromsystem 10. This enables information to be communicated between a userand one or more of processor 110, sensors 142, vehicle 12, and/or othercomponents of system 10.

Examples of interface devices suitable for inclusion in a user interfaceinclude a keypad, buttons, switches, a keyboard, knobs, levers, adisplay screen, a touch screen, speakers, a microphone, an indicatorlight, an audible alarm, a printer, a tactile feedback device, and/orother interface devices.

It is to be understood that other communication techniques, eitherhard-wired or wireless, are also contemplated by the present disclosureas a user interface. Information may be loaded into system 10 wirelesslyfrom a remote location, from removable storage (e.g., a smart card, aflash drive, a removable disk, etc.), and/or other sources that enablethe user(s) to customize the implementation of system 10. Otherexemplary input devices and techniques adapted for use with system 10include, but are not limited to, an RS-232 port, RF link, an IR link,modem (telephone, cable, and/or other modems), a cellular network, aWi-Fi network, a local area network, and/or other devices and/orsystems. In short, any technique for communicating information withsystem 10 is contemplated by the present disclosure as a user interface.

Electronic storage 60 may comprise electronic storage media thatelectronically stores information. The electronic storage media ofelectronic storage 60 may comprise one or both of system storage that isprovided integrally (i.e., substantially non-removable) with system 10and/or removable storage that is removably connectable to system 10 via,for example, a port (e.g., a USB port, a firewire port, etc.) or a drive(e.g., a disk drive, etc.). Electronic storage 60 may comprise one ormore of optically readable storage media (e.g., optical disks, etc.),magnetically readable storage media (e.g., magnetic tape, magnetic harddrive, floppy drive, etc.), electrical charge-based storage media (e.g.,EEPROM, RAM, etc.), solid-state storage media (e.g., flash drive, etc.),and/or other electronically readable storage media. Electronic storage60 may store software algorithms, recorded video event data, informationdetermined by processor 110, information received via a user interface,and/or other information that enables system 10 to function properly.Electronic storage 60 may be (in whole or in part) a separate componentwithin system 10, or electronic storage 60 may be provided (in whole orin part) integrally with one or more other components of system 10.

In some implementations, a remote server may include communicationlines, or ports to enable the exchange of information with a network,processor 110 of system 10, and/or other computing platforms. The remoteserver may include a plurality of processors, electronic storage,hardware, software, and/or firmware components operating together toprovide the functionality attributed herein to a remote device. Forexample, the server may be implemented by a cloud of computing platformsoperating together as a system server.

As described above, processor 110 may be configured to provideinformation-processing capabilities in system 10. As such, processor 110may comprise one or more of a digital processor, an analog processor, adigital circuit designed to process information, an analog circuitdesigned to process information, a state machine, and/or othermechanisms for electronically processing information. Although processor110 is shown in FIG. 1 as a single entity, this is for illustrativepurposes only. In some implementations, processor 110 may comprise aplurality of processing units. These processing units may be physicallylocated within the same device (e.g., a vehicle event recorder), orprocessor 110 may represent processing functionality of a plurality ofdevices operating in coordination.

Processor 110 may be configured to execute components 20-29 by software;hardware; firmware; some combination of software, hardware, and/orfirmware; and/or other mechanisms for configuring processingcapabilities on processor 110. It should be appreciated that althoughcomponents 20-29 are illustrated in FIG. 1 as being co-located within asingle processing unit, in implementations in which processor 110comprises multiple processing units, one or more of components 20-29 maybe located remotely from the other components. The description of thefunctionality provided by the different components 20-29 describedherein is for illustrative purposes, and is not intended to be limiting,as any of components 20-29 may provide more or less functionality thanis described. For example, one or more of components 20-29 may beeliminated, and some or all of its functionality may be provided byother components 20-29. As another example, processor 110 may beconfigured to execute one or more additional components that may performsome or all of the functionality attributed below to one of components20-29.

FIG. 2 illustrates a method 200 to transition vehicle control betweenautonomous operation and manual operation. The operations of method 200presented below are intended to be illustrative. In someimplementations, method 200 may be accomplished with one or moreadditional operations not described, and/or without one or more of theoperations discussed. Additionally, the order in which the operations ofmethod 200 are illustrated (in FIG. 2) and described below is notintended to be limiting. In some implementations, two or more of theoperations may occur substantially simultaneously.

In some implementations, method 200 may be implemented in one or moreprocessing devices (e.g., a digital processor, an analog processor, adigital circuit designed to process information, an analog circuitdesigned to process information, a state machine, and/or othermechanisms for electronically processing information). The one or moreprocessing devices may include one or more devices executing some or allof the operations of method 200 in response to instructions storedelectronically on one or more electronic storage mediums. The one ormore processing devices may include one or more devices configuredthrough hardware, firmware, and/or software to be specifically designedfor execution of one or more of the operations of method 200.

Referring to FIG. 2 and method 200, at an operation 202, output signalsare generated by a set of sensors conveying information related tovehicle operation. In some embodiments, operation 202 is performed by aset of sensors the same as or similar to sensors 142 (shown in FIG. 1and described herein).

At an operation 204, the vehicle is operated autonomously in anautonomous operation mode. In some embodiments, operation 204 isperformed by an autopilot component the same as or similar to autopilotcomponent 21 (shown in FIG. 1 and described herein).

At an operation 206, a first moment in time is determined for presentinga challenge to a vehicle operator to gauge a level of responsiveness ofthe vehicle operator. Determination of the first moment in time is basedon the output signals. In some embodiments, operation 206 is performedby a timing component the same as or similar to timing component 22(shown in FIG. 1 and described herein).

At an operation 208, at the first moment in time, the challenge ispresented to the vehicle operator to gauge the level of responsivenessof the vehicle operator. In some embodiments, operation 208 is performedby a challenge component the same as or similar to challenge component23 (shown in FIG. 1 and described herein).

At an operation 210, whether the vehicle operator provides a response tothe challenge is detected. In some embodiments, operation 210 isperformed by a response component the same as or similar to responsecomponent 24 (shown in FIG. 1 and described herein).

At an operation 212, the level of responsiveness of the vehicle operatoris determined based on the detection. In some embodiments, operation 212is performed by a responsiveness component the same as or similar toresponsiveness component 25 (shown in FIG. 1 and described herein).

At an operation 214, the vehicle is operated based on the determinedlevel of responsiveness. In some embodiments, operation 214 is performedby a vehicle control component the same as or similar to vehicle controlcomponent 26 (shown in FIG. 1 and described herein).

Although the system(s) and/or method(s) of this disclosure have beendescribed in detail for the purpose of illustration based on what iscurrently considered to be the most practical and preferredimplementations, it is to be understood that such detail is solely forthat purpose and that the disclosure is not limited to the disclosedimplementations, but, on the contrary, is intended to covermodifications and equivalent arrangements that are within the spirit andscope of the appended claims. For example, it is to be understood thatthe present disclosure contemplates that, to the extent possible, one ormore features of any implementation can be combined with one or morefeatures of any other implementation.

What is claimed is:
 1. A system configured to determine whether totransition vehicle control of a vehicle between an autonomous operationmode and another mode of operation that is not the autonomous operationmode, the system configured to couple with the vehicle, the systemcomprising: a user interface configured to provide an interface betweenthe system and a vehicle operator to gauge responsiveness of the vehicleoperator; and one or more processors configured to: present, while thevehicle is being controlled through the autonomous operation mode,through the user interface, a challenge to the vehicle operator to gaugethe responsiveness of the vehicle operator, wherein the challengecorresponds to an expected response by the vehicle operator, and whereincontinued control of the vehicle through the autonomous operation moderequires the vehicle operator to provide a response to the challengethat matches the expected response; detect whether the vehicle operatorprovides the response to the challenge that matches the expectedresponse, wherein detection is based on an interaction involving thevehicle operator; and determine whether to effectuate continuedoperation in the autonomous operation mode of the vehicle or toeffectuate a transition of the vehicle control to another mode ofoperation that is not the autonomous operation mode, wherein thedetermination is based on the detection.
 2. The system of claim 1,wherein the expected response is a particular interaction by the vehicleoperator with the user interface, and wherein the detection is based onthe interaction between the vehicle operator and the user interface. 3.The system of claim 1, wherein the one or more processors are furtherconfigured to: determine a level of responsiveness of the vehicleoperator based on the detection whether the vehicle operator hasprovided the response to the challenge that matches the expectedresponse, wherein either the continued operation in the autonomousoperation mode or the transition of the vehicle control to another modeof operation that is not the autonomous operation mode by the vehicleoperator is based on the determined level of responsiveness.
 4. Thesystem of claim 1, wherein the one or more processors are furtherconfigured to: operate the vehicle autonomously in the autonomousoperation mode; and determine an automation confidence that theautonomous operation mode of the vehicle is currently prepared tocontinue operating the vehicle; wherein the challenge is presented at afirst moment in time, wherein the one or more processors are furtherconfigured to determine the first moment in time based on the automationconfidence.
 5. The system of claim 4, wherein the one or more processorsare further configured to: determine whether the level of responsivenessmeets a threshold of adequate responsiveness to continue operating inthe autonomous operation mode; and responsive to the level ofresponsiveness failing to meet the threshold of adequate responsiveness,bring the vehicle to a stop.
 6. The system of claim 4, wherein the levelof responsiveness of the vehicle operator is determined in an ongoingmanner for a period extending beyond 15 minutes, and whereindetermination of the first moment in time is further based on the levelof responsiveness.
 7. The system of claim 4, wherein the one or moreprocessors are further configured such that determination of theautomation confidence is based on one or more of traffic informationrelated to current traffic parameters, environmental information relatedto surface parameters of the road, or weather parameters.
 8. The systemof claim 1, wherein the system further comprises a set of sensorsconfigured to generate output signals conveying information related tovehicle operation, wherein the output signals convey one or more ofbiometric information of the vehicle operator, operator informationrelated to a direction of view of the vehicle operator, trafficinformation related to current traffic parameters, and environmentalinformation related to surface parameters of the road, or whereindetermination of the first moment in time is based on the output signal.9. The system of claim 8, wherein the one or more processors are furtherconfigured to: capture information conveyed by the output signalsproximate in time to the presentation of the challenge; and generate afirst event record associated with the challenge and the response,wherein the first event record includes the captured information. 10.The system of claim 1, wherein the one or more processors are furtherconfigured to: determine an operator confidence that the vehicleoperator is currently prepared to assume manual control of vehicleoperation, wherein presentation of the challenge is timed based on theoperator confidence.
 11. The system of claim 1, wherein the challengeincludes generation of one or both of a sound and a tactilenotification, wherein the vehicle operator provides the response throughtactile feedback, wherein the level of responsiveness is based onelapsed time between the challenge and the response.
 12. A method totransition vehicle control of a vehicle between an autonomous operationmode and another mode of operation that is not the autonomous operationmode, the method comprising: providing, by a user interface, aninterface between a vehicle and a vehicle operator to gaugeresponsiveness of the vehicle operator; presenting, while the vehicle isbeing controlled through the autonomous operation mode, through the userinterface, a challenge to the vehicle operator to gauge theresponsiveness of the vehicle operator, wherein the challengecorresponds to an expected response by the vehicle operator, and whereincontinued control of the vehicle through the autonomous operation moderequires the vehicle operator to provide a response to the challengethat matches the expected response; detecting whether the vehicleoperator provides the response to the challenge that matches theexpected response, wherein detection is based on an interactioninvolving the vehicle operator; and determining whether to effectuatecontinued operation in the autonomous operation mode of the vehicle orto effectuate a transition of the vehicle control to another mode ofoperation that is not the autonomous operation mode, wherein thedetermination is based on the detection.
 13. The method of claim 12,wherein the expected response is a particular interaction by the vehicleoperator with the user interface, and wherein the detecting is based onthe interaction between the vehicle operator and the user interface. 14.The method of claim 12, further comprising: determining a level ofresponsiveness of the vehicle operator based on the detection whetherthe vehicle operator has provided the response to the challenge thatmatches the expected response, wherein either the continued operation inthe autonomous operation mode or the transition of the vehicle controlto another mode of operation that is not the autonomous operation modeby the vehicle operator is based on the determined level ofresponsiveness.
 15. The method of claim 12, further comprising:operating the vehicle autonomously in the autonomous operation mode; anddetermining an automation confidence that the autonomous operation modeof the vehicle is currently prepared to continue operating the vehicle;wherein the challenge is presented at a first moment in time, whereinthe method further comprises determining the first moment in time basedon the automation confidence.
 16. The method of claim 15, furthercomprising: determining whether the level of responsiveness meets athreshold of adequate responsiveness to continue operating in theautonomous operation mode; and responsive to the level of responsivenessfailing to meet the threshold of adequate responsiveness, bringing thevehicle to a stop.
 17. The method of claim 12, further comprising:generating output signals conveying information related to vehicleoperation; wherein the output signals convey one or more of biometricinformation of the vehicle operator, operator information related to adirection of view of the vehicle operator, traffic information relatedto current traffic parameters, and environmental information related tosurface parameters of the road, or wherein determining the first momentin time is based on the output signal.
 18. The method of claim 17,further comprising: capturing information conveyed by the output signalsproximate in time to the presentation of the challenge; and generating afirst event record associated with the challenge and the response,wherein the first event record includes the captured information. 19.The method of claim 12, further comprising: determining an operatorconfidence that the vehicle operator is currently prepared to assumemanual control of vehicle operation, wherein presenting the challenge istimed based on the operator confidence.
 20. The method of claim 12,wherein presenting the challenge includes generating one or both of asound and a tactile notification, wherein detecting the responseincludes detecting tactile feedback, and wherein determining the levelof responsiveness includes determining elapsed time between thechallenge and the response.